[Cat]

Hello....this is a great site and just what I needed with this head gasket repair job I'm researching.

I have the classic symptoms of a bad head gasket but I have a question about my Turbo 2.2.

I want to purchase the proper OEM Mopar head gasket as recommended by this site's users, but I've read on Autozone's tech articles that there is a Turbo 1 that uses a unique head gasket and that this gasket can't be used on a Turbo 2 engine.

My engine is in a "87" Chrysler New Yorker. The valve cover just reads "Turbo" and not 1 or 2.

Summit Racing has a OEM Mopar Performance 2.2 head gasket # P4452006 for $46.99 but it doesn't specify Turbo 1 or 2.

Is that the proper 2.2 gasket for my application? I'm a first timer on this job. Thanks!

 

[Cat]

You have the T2 turbo, and the gasket listed will fit all of these engines.

I recommend STRONGLY not buying from Summit Racing. They made me wait 3 weeks for that gasket this winter, then told me they were back-ordered to May. Instead, I went to Mancini Racing, and they had the gasket for $15, shipped to me in about 4 days. Others have had the same experience. Instead of $100 from Summit, I paid about $50 from Mancini for gasket, bolts and shipping.

You should also buy new Mopar Performance bolts, since they are torque-to-yield and are designed for single use.

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Great information. I'll go with your recommendation and purchase from the source you mentioned. I'm still figuring out whats needed for this job and I'll definately get the new head bolts.

I see from the tech articles here that the head can be lifted with the intake/exhaust maniforlds and turbo still attached to the head as an assembly My old Chiltons made it sound like all those parts needed to be removed individually first before the head could come off.

Its weird but I have 107 psi compression in all 4 cylinders but I'm getting coolant in the #2 cylinder and it's discolored the plug ceramic a bit brown. I'm assuming its a small seep area between the water jacket and the bore. No coolant in the oil and I don't believe there is oil in the coolant either for that matter. There is only 27 K on this reman 2.2 turbo Mopar engine I got from Chrysler some years back and the head's going already. Must have been an over heating somewhere along the line. Cheers!

 

[Cat]

"87" Chrysler New Yorker" I would guess its NOT a turbo 2. Is it intercooled? If not, I'd bet it's a T-1
The 006 gasket should NOT be used on a T-1. It will over heat the head! The exhaust gas temps will go sky high. Dealer has or can get head gaskets that work very well. If not, let me know, if you need one fast, I keep a 1/2 dozen here in the shop all the time.
my email: glhs289[at]hotmail.com

You'll have to excuse my ignorance here, but what is intercooled? Thanks. I want to make sure I ID this engine correctly.

 

[Cat]

Gotta be a T-1 then. Good to know!

 

[Cat]

Since the T2 was introduced in many cars in 1987, I had supposed that yours was included.

Not a problem. Thanks for helping out. I start researching WAY ahead of my planned project. Its all these little details that count! Cheers.

 

[Cat]

I have three different gaskets here ( for the 2.2 and 2.5) and they LOOK all the same...just different part numbers.
Old Mopar P4452005
New Mopar 05281065
Dodge 5281064

Thanks for taking the time to post those part numbers. Much appreciated!

 

[Cat]

Hello again........I have that cylinder head / intake-exhaust manifolds, and turbo assembly pulled from my block and on my workbench.
As suspected there was a tablespoon of coolant in the # 2 cylinder. I still need to take a real close look at that old head gasket to see if I can read it a bit for trouble spots. What do you look for specifically around that #2 cylinder area on the gasket?

My question now is........What is the proper order of steps to strip all that gear off the head so I can bring it in for inspection and cleaning?

I'm assuming I start with the throttle body, then the intake manifold, then the exhaust manifold and turbo? Sound about right? I'm going around with penetrating oil and alot of those fasteners look like they will need quite a bit of heat and more applications of penetrating oil before they will loosen up. Should be interesting.

Thanks for any feedback about this part of the job.

 

[Cat]

As it turned out myself and a buddy were able to strip that head down in about 90 minutes after 3 days of pbblaster soaking. So no major drama there thankfully.

Sent the head in and it turned out to have a crack after all. Makes sense as we didn't see much damage on the head gasket. So its time to go with a reman.

The guy who looked at the head is searching for a reman for me.

What are good online sources for heads if I have to find one? Can I get a core on my old head?

What about performance head/cam, or is that a waste of time? Do you have to make additional mods to make that a worthwhile purchase? Thanks lads, appreciate the feedback. Cheers.

 

[Cat]

I wasn't aware that there were variations in casting quality pertaining to these heads. Good to know.

I'll see what I can do.

 

[Cat]

Thought I'd follow up as I finally completed this project 2 1/2 months after starting it........
Looked around for a Mexican head but no luck. If they are out there I don't know there they are. I finally settled on a bare head purchased online from an outfit in Cali. Looked like a nice unit once it arrived and I dropped it off at a local automotive machine shop along with the old head so the valves could possibly be reused. The tech shaved .020 off the bottom due to shipping marks, and ground the valve seats to match my valves which were reusable. Had to wait a month for turnaround.....but the head reassembly went ok except for a bit of confusion regarding the old camshaft which didn't fit the new head tower journals. I wasn't aware there were two camshafts (a standard size and an oversize) for this period engine, but the tech at the machine shop thankfully knew about it. My old camshaft was .020 oversize and my new head required the standard camshaft. No biggie as Autozone had both camshaft kits available so I ordered a standard unit and i plopped in just fine. Yea!
This was just as well as the tech said my old camshaft lobes were "worn to much" in his opinion. No sense scrimping on parts.
The rest of the assembly went along fine. Fresh oil and coolant and a bit of tuning and its running great. Lots of power so I'm pleased with the results.

Like I said before, I"m a first timer on this job and I appreciate the feedback provided here at this site. The tech articles were quite helpful as well when it came to set basic timing and work towards completion. I learned a great deal but I must admit at times the gig got stressful, but that was mostly due to a few mental walls I had to overcome. Cheers! :thumbsup: